Railway crossing



J. H. ASSELIN RAILWAY CROSSING Filed Oct. 1, 1938 March 18, 1941.

2 Sheets-Sheet l ATTORNEY 5 MarchlS, 1941. J ASSELIN 2,235,247

RAILWAY caossme Filed 001:. 1, 1938 2 Sheets-Sheet 2 I lllll INVENTOR" ATTOR EYS.

James afiaeluz,

Patented Mar. 18, 1941 UNITED STATES PATENT OFFICE Asselin Crossing 00.,

San Francisco, Calif, a

corporation of California Application October 1,

14 Claims.

The present invention relates to railway crossings of the general type disclosed in and covered by my application for Letters Patent of the United States filed August 10, 1936, Serial No.

95,153 which issued as Patent No. 2,132,008 on October 4, 1938.

The crossing of the aforesaid patent is designed particularly for tracks over which the presentday high-speedtrains are operated, although of general utility, and its construction is suchas to withstand the strains and stresses imposed on crossings incident to such high speed.

The object of the present development is to improve the construction of the former crossing by simplification and arrangement of its parts so that its component parts may be formed of rolled steel and assembled by welding, as distinguished from casting, with resultant advantages in the saving of costs and greater convenience in effect ing the crossing assembly. By this construction sources of failure are removed, the frame of the crossing has no internal stresses to induce failure, and it is stronger and more resistant to shock than if cast. Because of the inherefit'superiority of rolled steel, which possesses a high degree of homogeneity and freedom from blow holes and imperfections, the frame has a greater margin of safety and durability, with less rigidity and greater flexibility safely to absorb shocks, impacts and vibrations without cracking.

A further object sought to be attained is the provision of a railway crossing wherein provision is made for aligning the rails thereof with the main line rails at the juncture of the former with the latter, the rails being canted and thereby providing an even contact surface for the bevel treads of the car wheels as they pass over the crossing rails. Thus, even wear on the bevel treads of the wheels is assured, and flowing off of the metal of the rail surface is prevented.

Furthermore, the invention also seeks to provide effective cushioning means for the rails and the crossing frame for taking up the impacts of the car wheels and lessening the noise that arises incidental to such impacts. This prolongs the life of the crossing as well as the wheels, and lessens the shock transmitted to the rolling stock. Other objects and advantages will appear as the nature of the improvements is better understood, the invention consisting in the novel construction, combination and arrangement of parts hereinafter fully described, illustrated in the accompanying drawings, and finally pointed out in the appended claims- The form of the invention herein shown and 1938, Serial No. 232,842

described is considered as a practical embodiment thereof and expresses a concrete adaptation of the invention to the uses and purposes for which it is intended. The invention, however,-is susceptible to change, modification and variation so that the present disclosure is to be taken from the illustrative standpoint and not as imposing limitation or restriction on the invention.

In the drawings Fig. 1 is a top plan view of a railway crossing embodying the herein described invention;

Figure 2 is a sectional plan view, on an enlarged scale, of one of the four intersections and illustrating the manner in which the rails and filler blocks are interrelated for effecting their interlocking;

Fig. 3 is a vertical transverse sectional View, as on theline ss, Fig. 1.

Referring now in detail to the accompanying drawings, the numeral I0 designates the base frame of the hereindescribed crossing. It has been stated that one of the objects of the invention is to constitute the present crossing of rolled steel. This is particularly true of the base frame I0. In constructing the latter a pair of relatively broad side members I I is employed, each of these members being of such length that their ends project beyond the rails of a standard gauge track.

Extending between the side members II is a pair of intermediate side members I2 the ends of which are welded to the inner side edges of the members II, as clearly seen in Fig. 1. In alignment with the intermediate side members I2, and arranged at the outer edges of the side members II, is a plurality of extension wings I3, these wings being welded also to the outer edges of the members II. Thus, the extension wings I3 are positioned in line with the ends of the intermediate side members I2 and may be considered as extensions of the intermediate members.

Inasmuch as the intermediate members I2 are positioned with respect to the ends of the side members I I, the members I2 and the wing extensions I3 are set back from the extreme ends of the side members I I. The extremities of the side members I I, therefore, constitute wing extensions I4 and are related to the bodies of the members II as the wing extensions I3 are related to the intermediate side members I2. The wing extensions I3 are of rolled steel and when welded to the side members II the base frame I0 is complete.

In positioning the base frame II] in the track structure the side members I I are seated upon cross-ties spaced apart to the desired extent so that the ties will lie immediately beneath the side members I I. An intermediate tie or timber may be placed beneath the intermediate side members 12 so as to give support to these members in like fashion to the support of the members II by the ties that are placed thereunder.

It has been stated that the present invention seeks to provide eifective cushioning means for the rails and the crossing frame to the end that the impacts of the car wheels may be taken up and the noise incidental to such impacts may be lessened. As a means for partially accomplishing this end the base frame It) i seated upon elastic cushions 15, preferably formed of rubber of the desired thickness, as shown in Fig. 3. These cushions may be in the form of strips corresponding in length and width to the side frame members II and their wing extensions I4, and such cushions also may be placed beneath the intermediate side members l2, and between the same and the timber supports that are employed with these intermediate side members. The cushions l5 also areplaced beneath the wing extensions l3 so as properly to support the same.

The form of the supporting base for the crossing may be varied, cross-ties being used, as above indicated, or crib structures might be substituted for the cross-ties. The form, therefore, is of no special consequence so long as the base frame I!) is properly supported and the latter cushioned on the base.

Associated with each of the side members II and I2 is an upstanding inclined bracing flange l6. Their lower edges contact the upper faces of the members II and I2 and are rigidly fixed and united to such faces by inner and outer welding seams H and i8, respectively, as clearly seen in Fig. 3. Each of these bracing flanges has a substantially vertical flat contact face |6a at the inner side of the flange adjacent the top edge thereof. The purpose of this will appear at a later point. By welding the bracing flanges IE to the base frame I6, or to the sides H and 12 thereof, the flanges l6 are effectually connected to their respective side members, and this permits the use of rolled steel for the formation of the bracing members Hi. The contiguous ends of the bracing flanges I5 at the respective intersections of the crossing are spaced apart to form gaps and the corners of these gaps are closed outwardly by angularly-disposed extension bracing flanges 19. These flanges likewise are formed of rolled steel and united to the wing extensions l3 and M by welding seams in the manner which characterizes the bracing flanges l6.

For strengthening the bracing flanges l6 and the supplemental flanges 19 their outer faces are provided with integral inclined bracing struts 20, and these struts are united to the side members and the extension members by welding, as at 2 i.

In amociation with each of the bracing flanges H3 is an inner running rail 22 of standard form, the outer face of the head of each of these rails bearing against the contact face I 6a of the contiguous bracing flange l6 so as to be supported thereby, as shown in Fig. 3. The length of each of these inner running rails is slightly greater than the length of its companion bracing flange l6, so that the ends of the rail may project slightly beyond the ends of the bracing flanges to receive the impact of the wheels as they cross the flange ways.

Each of the running rails 22 is mounted upon an inwardly-tapering elastic supporting pad 23, supported by the base frame lit. The greatest thickness of the supporting pad 23 is at the outer edge thereof, with a gradual taper to the inner edge of the pad. This serves to assist in canting the inner running rails 22 and positions the surface of the heads thereof at an angle so as to conform to the bevelled treads of the car wheels in the passage of the latter over the rails. Even wear on the bevelled treads of the wheels is assured and flowing off of the metal of the rail surface likewise is prevented.

Arranged in spaced relation to each of the inner running rails 22 is a guard rail 24 which is positioned at the inner side of the running rail 22. Interpos'ed between the running rails 22 and their companion guard rails 24 is a plurality of grooved filler blocks 25 shaped to fit the contour ofthe heads, the webs and the base flanges of the rails 22 and 24. A pair of these filler blocks is employed with each of the inner rails 22 and its guard rail 24, one being positioned at each end of such pair of inner and guard rails. Each of the running rails 22, the guard rail 24 and the associated filler block 25 in their combined relation constitute a rail structure which may serve in a unitary capacity.

It will be noted that the uppermost groove of each of the filler blocks 25, as clearly shown in Fig. 3, lies below the plane of the rail heads and in this position the groove is designed to receive the flanges of the car wheels as they pass over the running rails.

For holding the bracing flange IS, the inner running rail 22, the filler block 25 and the guard rail 24 of each group in assembled relation, a plurality of tie bolts 26 is employed. The heads of these bolts 26 bear against washer plates 21 located on the webs of the guard rails 24, the shanks of the bolts passing through openings in the bracing flanges Hi, the inner rails 22, the filler blocks 25 and the guard rails 24, with their threaded ends projecting sufficiently beyond the bracing flanges [6 to receive fastening nuts 28 thereon.

At each of the openings of the bracing flanges i6 through which the tie bolts 26 extend is a surrounding bearing head 29 in which the tie bolt is fitted, and between such bearing head and the fastening nut 28 a locking washer 3B, mounted on the threaded end of the tie bolt, is interposed in order to hold the fastening nut 28 against loosening and displacement.

The bearing heads 29 are welded to the bracing flanges 16, as at 3|.

Mounted at the inner edge of each of the side members II and I2 is a stop strip 32, which strips extend along the upper faces of the members II and i 2. The strips 32 are held in position on the members H and I2 by a series of fastening bolts 33, the heads of which are seated in the members H and I2 with their shanks extending upwardly through the strips 32. Associated with each of the fastening bolts 33 is a hold-down clip 34 having an engaging lip 35 that takes over the inner base flange of the adjacent guard rail 24. Each of the fastening bolts 33 has a fastening nut 35 and a locking washer 31 arranged between the same and the clip 34, whereby the clips 34 are held in firm engagement with the base flanges of the guard rails.

The stop strips 32 serve to confine the cushion pads 23 beneath the inner running rails 22 and the guard rails 24 and with the bases of the bracing flanges l6 define a recess or recesses within which the pads 23 are confined, and within which the pads 23 may expand and contract.

One or more of the guard rails 24 may be made in sectional form, as by an inclined scarf or line of cut 38 in order to facilitate the removal of any of the inner running rails or guard rails should they become fractured or otherwise require replacement. With this provision it will be seen that with the loosening and removal of the fastening bolts 33 and. the hold-down clips 34, and also the loosening and removal of the tie bolts 26, the rails may be disassembled, the impaired part removed and replaced, and reassembly of the parts efiected.

At each corner of the crossing provision is made for connecting the same with the running rails of the intersecting lines of track in which the crossing is incorporated. This includes an outer running rail 39, a flange guide 40 and an interposed filler block 4|, which is grooved in a manner similar to the filler blocks 25, the uppermost groove receiving the flange of the car wheel as is characteristic of the filler blocks 25. The outer running rail 39, the flange guide 40, and the filler block 4| are held in assembled relation with the adjacent extension bracing flange l9 by a plurality of tie bolts 42, which are similar to the tie bolts 26 and serve the same purpose. The flange guides 40 are in the form of short rail sections, corresponding in cross-sectional contour to the guard rails 24, with the exception. that the heads of these short sections are flared, as at 43, at the outer ends of the short rail sections so as to guide the flanges of the car wheels into the spaces between the short rail sections and the outer running rails 39.

The flange guides 40 are engaged by holddown clips 44, which are retained in position on the wing extensions l3 and I4 by means of bolts that correspond tothe bolts 33.

The ends of the heads of the flange guides 40 abut the ends of the inner running rails 22 in square contact, as clearly seen in Fig. 1, or at the angle of the crossing, while the outer running rails 39, at each corner of the crossing, likewise abut each other. It will be understood that the outer running rails 39 are connected to the running rails of the intersecting track structures at appropriate points removed from the crossing.

Provision is made at each corner of the crossing to interlock the inner and outer running rails, the guard rails, the flange guides and the filler blocks in such manner as to insure a rigid relation of the parts at such point, prevent their separation, and hold the same rigidly together so as to resist the strain and stresses imposed by the pounding impact of the car wheels at the high speed at which the wheels pass over these intersections, and also to maintain the proper gauge of flangeway. By referring to Fig. 2, at which point one of the corner intersections is illustrated in sectional plan view and on an enlarged scale, the construction by which this interlocking is effected will be seen. This contemplates the formation of the outer filler block 4| of the flange guide 46 and. its associated extension bracing flange I9, of what is assumed to be a main 1ine track, with an inwardly-extending vertical lug 46 and oppositely-disposed shoulders 41 at the sides of said lug 46. In the assembly of the parts the lug 46 occupies a position between the contiguous ends of the webs 48 of the aligned inner and outer running rails 22 and 39 of the intersecting track, which rails are positioned at substantial right angles to the lusbearing filler block 4|. The inner filler block 25 of the intersecting track, which is associated with said inner running rail 22, is projected across the space between the webs 48 of the inner and outer running rails 22 and 39 which is occupied by the lug 46. In this position of the inner filler block 25 its end abuts the web 49 of the inner running rail 22 of the main line track that is in alignment with the outer running rail 39 of the main line track and its lug-carrying flllerblock 4|, and the end of this web 49 against which said inner filler block 25 is in abutment is received by a notch 50 that is formed crosswise of the end of the outer filler block 4! of the outer running rail 39 of the intersecting track which lies at substantial right angles to the lugcarrying filler block 4|.. The inner flller block 25 of the intersecting track is. projected across the inner filler block 25 of the main line track.

In the relation of the parts above described the several filler blocks 25 and 4| are positioned beneath the heads and over the base flanges of the running and guard rails so that an interlocking of these parts is effected with a consequent high resistance to separation under the pounding impacts of the car wheels as they pass over the intersection.

The interlocked relation of the parts as just specified is characteristic of each of the corner intersections and describes the relation of the parts at each intersection. It will be borne in mind, however, that the aptness of the descriptive terms to the structural parts of each intersection is modified by the fact that alternate intersections are to be considered from the standpoint of being related either to the main line track or the intersecting track.

The contiguous ends of the guard rails 24 and the stop strip 32 are mitered, as at 5!, and. these ends abut each other. This serves to hold them in rigid reinforcing relation.

Each of the bracing flanges "5 has an inwardly-extending lug 52 formed. on its inner face against which the outer edge of the base flange of the companion running rail is designed to seat and be supported.

The tie bolts 26 constitute fastening means by which the running rails 22, the guard rails 24 and the flller blocks 25 are connected to and carried by the respective bracing flanges l6. This is accomplished by the provision of bolt-receiving openings 53, 54, 55 and 56 formed in theserespective parts and into which the tie bolts 26 are introduced and held. The bore or diameter of these several openings 53, 54, 55 and 56 is greater than that of the tie bolts 26 and the latter, therefore, are loosely received by such openings so that limited relative vertical movement between the rail structure and the tie bolts, in-

cidental to passage of the rolling stock, is permitted. The rail structure is movable independently with reference to the tie bolts. The enlarged diameter of the openings 56 in the bracing flanges I6 over the diameter of the tie bolts 26 also permits similar relative vertical movement between the bolts 26 and the bracing flanges IS.

The cushioning means 23 between the rail structure and the base member [0 affords relative vertical movement of the rail structure independently of the bracing flange l6 after passage of the rolling stock over the crossing. The rail structure is caused to rise under expansion of the cushioning means 23 when the rail struc ture is relieved of the weight of the rolling stock, and thus returns to its upward or normal position after the rolling stock has passed over the rail structure.

I claim:

1. A railway crossing, comprising a base member, an upstanding bracing flange welded thereto, a rail structure, means for fastening the rail structure to said bracing flange and permitting relative movement between the rail structure and the bracing flange, cushioning means interposed between the base member and the rail structure, and means for laterally confining the cushioning means between the rail structure and the base member but permitting the same to expand and contact in such position.

2. A railway crossing, comprising a base member, an upstanding bracing flange welded there-,

to, a rail structure, means for fastening the rail structure to said bracing flange and permitting relative movement between the rail structure and the bracing flange, the base member defining a recess, and cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess.

3. A railway crossing, comprising a base member, an upstanding bracing flange welded to one side thereof, a rail structure, means for fastening the rail structure to said bracing flange and permitting relative movement between the rail structure and the bracing flange, a stop strip arranged at the edge of the base member opposite to said upstanding bracing flange and serving with said bracing flange to define a recess, and cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction therein.

4. In a railway crossing, the combination with a base member, of a bracing flange rigidly fixed thereto and upstanding therefrom and inclined with respect to the base member, a running rail arranged above the base member and having bearing contact with the bracing flange to be held thereby in canted relation to the base member, a guard rail spaced from the running rail and also disposed in canted relation to the base member, a filler interposed between said running rail and guard rail, means for connecting the running and guard rails and said filler to said bracing flange, said means permitting relative movement between the running and guard rails and said filler and the bracing flange, the base member defining a recess, and cushioning means confined in said recess and held thereby between the base member and the running and guard rails but capable of expansion and contraction within said recess, said cushioning means tapering in cross-section to conform to the canted position of the running and guard rails.

5. In a railway crossing, the combination with a base member, of a bracing flange rigidly fixed thereto and upstanding therefrom and inclined with respect to the base member, a running rail arranged above the base member and having bearing contact with the bracing flange to be held thereby in canted relation to the base member, a guard rail spaced from the running rail and also disposed in canted relation to the base member, a filler interposed between said running rail and guard rail, means for connecting the running and guard rails and said filler to said bracing flange, said means permitting relative movement between the running and guard rails and said filler and the bracing flange, the base member defining a recess, and an elastic pad confined in said recess and held thereby between the base member and the running and guard rails but capable of expansion and contraction within said recess, said elastic pad tapering in cross-section to conform to the canted position of the running and guard rails.

6. In a railway crossing, the combination with a base member, of a bracing flange rigidly fixed thereto and upstanding therefrom, a rail structure, means for loosely mounting said rail structure for vertical movement independently of said bracing flange and affording a yielding connection with the flange, and cushioning means between the rail structure and base member serving to permit vertical movement of said rail structure independently of the bracing flange after passage of the rolling stock over the crossing, the base member defining a recess, the cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess.

7. In a railway crossing, the combination with a base member, of a bracing flange rigidly fixed thereto and upstanding therefrom and inclined with respect to the base member, a rail structure, means for loosely mounting said rail structure for vertical movement independently of said bracing flange and affording a yielding connection with the flange, said rail structure being held in canted relation to the base member, and tapering cushioning means between the rail structure and base member, the taper of said cushioning means conforming to the canting of the rail structure, said cushioning means serving to permit vertical movement of said rail structure independently of the bracing flange after passage of the rolling stock over the crossing, the base member defining a recess, the cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess.

8. A railway crossing, comprising a base member, upstanding bracing flanges arranged at the sides of said member and rigidly fixed thereto, a rail structure connected to each of said flanges and movable relatively thereto, and cushioning means interposed between said rail structures and the base member, each of the rail structures being connected to its bracing flange to permit relative vertical movement between said rail structure and the bracing flange, the base member defining a recess, the cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess.

9. A railway crossing, comprising a base member, upstanding bracing flanges arranged at the sides of said member and rigidly fixed thereto, a rail structure connected to each of said flanges and movable relatively thereto, said rail structures being canted, and tapering cushioning means interposed between said rail structures and the base member, the taper of said cushioning means conforming to the canting of the rail structure, each of the rail structures being connected to its bracing flange to permit relative vertical movement between said rail structure and the bracing flange, the base member defining a recess, the cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess.

10. A railway crossing, comprising a base member, an upstanding bracing flange arranged thereon and rigidly fixed thereto, a rail structure associated with said fixed bracing flange, fastening means carried by said bracing flange and by which said rail structure is held to the bracing flange, the rail structure having a bore of greater diameter than that of said fastening means for loosely receiving the latter and permitting relative movement between the fastening means and the rail structure, and cushioning means interposed between said base member and the rail structure, the latter being movable on the cushioning means in relation to the fixed bracing flange, the base member defining a recess, the cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess.

11. A railway crossing, comprising a base member, an upstanding bracing flange arranged thereon and rigidly fixed thereto, a rail structure associated with said fixed bracing flange, fasten ing means carried by said bracing flange and by which said rail structure is held to the bracing flange, the rail structure having a bore of greater diameter than that of said fastening means for loosely receiving the latter and permitting relative movement between the fastening means and the rail structure, cushioning means iterposed between said base member and the rail structure for cushioning movement of the rail structure respecting said base member, the base member defining a recess, the cushioning means arranged in said recess and held thereby between the base member and the rail structure but capable of expansion and contraction within said recess, and cushioning means at the exterior of said base member and interposed between the latter and the track bed for cushioning the crossing with respect to the track bed.

12. A railway crossing, comprising a base member, an upstanding flange carried by the base member and rigidly fixed thereto, a rail structure connected to said flange and independently movable with respect to the latter, resilient means arranged between the rail structure and the base member for cushioning movement of the rail structure on passage of the rolling stock thereover and for returning the rail structure to normal position after the rolling stock has passed over the rail structure, and means for confining the expansion and contraction of said resilient means within a defined area.

13. A railway crossing, comprising a base member, an upstanding flange carried by the base member and rigidly fixed thereto, a rail structure connected to said flange and vertically movable with respect to the latter, resilient means responsive to the downward movement of said rail structure and arranged between the rail structure and the base member for cushioning movement of the rail structure on passage of the rolling stock thereover and for returning the rail structure to normal position after the rolling stock has passed over the rail structure, and means for confining the expansion and contraction of said resilient means within a defined area.

14. A railway crossing, comprising a base member, an upstanding flange carried by the base member and rigidly fixed thereto, a rail structure connected to said flange and vertically movable with respect to the latter, resilient means supported by said base member beneath the rail structure and arranged between the rail structure and the base member for cushioning the rail structure on passage of the rolling stock and for returning the rail structure to normal position on expansion of the resilient means after the rolling stock has passed thereover, and means for confining the expansion and contraction of said resilient means within a defined area.

JAMES H. ASSELIN.

CERTIFICATE OF CORRECTION. Patent No. 2,255,2h7 March 1 19in.

JAMES H. ASSELIN.

It is hereby certified that error appears in the printed specification of the above. numbered patent requiring correction as follows: Page 14., first column, line 11.1., claim 1, for the word "contact" read --contract page 5, first column, line 52, claim 11, for "iterposed" read interposed--; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this Zhth day of June, A. D. 1914.1.

- Henry Van Arsdale',

(Seal) Acting Commissioner of Patents. 

